The First Comp Turbo CTRX Hubless

[xlr8ngn]

This hubless design peaks interest, but what's the meat and potatoes of turbo technology today? Looking at it intuitively, I see that hubless design adding a small amount efficiency by allowing a small amount of additional laminar flow at the center instead of turbulent air allowing for a fractional smaller outer diameter for the same flow, but that's a very small area. Is it more impactful than it looks? I would think the reduce time to build boost would be more on exhaust turbine design, and stronger lighter materials with less mass allowing the turbine assembly to accelerate faster. I know everything adds up, but how impactful is this? Is there more to it in the background, and this is just the attention getter to buyers, or is this the cat's meow?

 

[dynoman]

The one thing I noticed going from a Comp CTR "standard" hub design to a CTRX hubless , both being 6971 , we needed to add fuel to the tune with no other changes . The Hubless design has been patented by Apex Turbo & Comp Turbo so no one else will offer it . Here is a link to a discussion about Apex Hubless starting at 1:35:20 in the interview .

www.youtube.com/watch?v=jei6t4kMqV4

 

[dynoman]

adding a small amount efficiency by allowing a small amount of additional laminar flow at the center instead of turbulent air allowing for a fractional smaller outer diameter for the same flow, but that's a very small area. Is it more impactful than it looks?

Comp states the Hubless design has a 15% increase in flow over their standard wheel , which incorporates a bullet point over a nut . Other manufacturers have just started with a bullet point .

 

[V6sleeper]

Here's the bullet point standard CTR

 

[Mr.Spool]

This hubless design peaks interest, but what's the meat and potatoes of turbo technology today? Looking at it intuitively, I see that hubless design adding a small amount efficiency by allowing a small amount of additional laminar flow at the center instead of turbulent air allowing for a fractional smaller outer diameter for the same flow, but that's a very small area. Is it more impactful than it looks? I would think the reduce time to build boost would be more on exhaust turbine design, and stronger lighter materials with less mass allowing the turbine assembly to accelerate faster. I know everything adds up, but how impactful is this? Is there more to it in the background, and this is just the attention getter to buyers, or is this the cat's meow?

The shaft being eliminated is a huge gain in airflow as that allows more blade surface and less aero drag with more weight reduction.
Even comp is showing 15% more flow over extended tip steep blade angle sweep ctr versions.
we have noticed much faster initial spools times,more fuel usage on the maps,lower bp,and had literally instant ability to make power with the option of adjusting the boost ramp window.
So if the car will take it we could get it all in super early.
Also the spool recovery times when peddling or using traction control are faster as well.

 

[Mr.Spool]

We have lowered backpressure just by moving to a hubless compressor.
While keeping the turbine and ex housing the same.
Creating more power at lower boost ranges(efficiency)
Spooling earlier and faster.
Comps turbine wheels we already updated a few years ago they chose to do them first.
The turbos are latest teck and they have a compressor map porting now to start really fine tuning everything

 

[xlr8ngn]

Good stuff, can't argue with measurable results. One component generating a 15% step change is way beyond anything I was thinking and that it must be other changes. Bottom line, that's significant. They should just butt weld the inlet and exhaust turbines to the shaft, and build a split center section and make it all hubless. Is that next? lol.

What about a helical inlet inducer to get the air introduced as efficiently as possible for even more gains? You can likely just print one out today. I used to sell pumps 20 years ago and we used inlet inducers to straighten turbulent flow entering pumps that was causing cavitation, and it worked well.

 

[Mr.Spool]

Good stuff, can't argue with measurable results. One component generating a 15% step change is way beyond anything I was thinking and that it must be other changes. Bottom line, that's significant. They should just butt weld the inlet and exhaust turbines to the shaft, and build a split center section and make it all hubless. Is that next? lol.

What about a helical inlet inducer to get the air introduced as efficiently as possible for even more gains? You can likely just print one out today. I used to sell pumps 20 years ago and we used inlet inducers to straighten turbulent flow entering pumps that was causing cavitation, and it worked well.

On the hubless since there is no shaft but say 5 male fingers mating to a female set of fingers allowing it more together.

 

[xlr8ngn]

On the hubless since there is no shaft but say 5 male fingers mating to a female set of fingers allowing it more together.

I see, that is very different. Is there a cutaway view of this?

 

[dynoman]

Not a cutaway , but a slightly different angle of my turbo .

 

[xlr8ngn]

Very cool. Looks like they have bleed holes to relieve the high pressure in the small area behind the turbine the when you let off the gas. You have to assume the grooves are intentional. I wonder if they reduce drag to centrifugally release the air, similar to golf ball dimples reducing drag.